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How to Fix the Pilot Seniority Mess at US Airways

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CHARLOTTE ( TheStreet) -- Five years after the controversial Nicolau seniority ruling was issued, it still separates the two pilot groups at US Airways (LCC) and continues to generate litigation.

The list resulted from binding arbitration following the 2005 merger of US Airways and America West . Pilots from the two airlines have been filing cases ever since the 2007 ruling. Last week, the US Airlines Pilots Association, dominated by pilots from old US Airways, filed a complaint in the bankruptcy court that is hearing the American (LCC) bankruptcy case. USAPA asked the court to be sure that the former America West pilots do not block the planned merger with US Airways.

In a subsequent letter to its members, Leonidas, which represents west pilots, wrote, "Truth be told, nobody on the west is trying to stop the merger." For its part, Leonidas filed a case in U.S. District Court in Phoenix, asking for an injunction to prevent US Airways and USAPA from bypassing the Nicolau list.

As with many long-lasting legal battles, this one continues because both sides are right. West pilots say binding arbitration is binding arbitration. Few of us would want to live in a world where that is not true. East pilots argue that binding arbitration occurred under the jurisdiction of the Air Line Pilots Association, which is basically a private club, and US Airways pilots voted to leave the club.

The underlying issue is that the Nicolau ruling is unfair to nearly 1,000 east pilots. To quote USAPA: "The Nicolau award would place an America West first officer born in 1971 with 1.5 years of seniority ahead of a US Airways first officer born in 1955 with 17.8 years of seniority." Or, as an east pilot hired in 1987 told me, "Except for about 50 guys, every west pilot, even guys who were there three months at the time of the merger, would be senior to me."

Fortunately, the solution to this mess is relatively simply and could be reached if the McCaskill-Bond legislation, mandating negotiations followed by binding arbitration if negotiations fail, is followed. Those negotiations could provide fences, which could eventually expire, to assure that every pilot maintains a right to current flying. Negotiations could also take into account the reality that by 2022, about 2,200 east pilots and more than 3,000 American pilots will retire. So the problem is one that could be solved by the passage of time.

As for the Nicolau ruling itself, a few alterations ought to be made. At the top, Nicolau mandates that nothing changes for the top 512 east pilots, who were flying widebody jets. But why assume that senior west pilots shouldn't fly widebodies? They deserve the right if they want to leave a nice life in Phoenix.